Linking roadway crashes and tire–pavement friction: a case study

Najafi, Shahriar; Flintsch, Gerardo W.; Medina, Alejandra

doi:10.1080/10298436.2015.1039005

Cited by 61 publications

(22 citation statements)

References 10 publications

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“…In view of the distinctly narrowed gap of moduli between tires and resilient pavements such as CRM asphalt pavement, the precision of the simulation will inevitably decrease if the resilient pavement still needs to be modeled as a rigid body. Furthermore, according to past literature, the actual stiffness of asphalt pavement is not used in tire-pavement coupled modeling, meaning that the impact of pavement stiffness on tire-pavement friction has not been examined yet (Hao Wang 2014 [23], Reginald B. Kogbara [30], Shahriar Najafi [31]). …”

Section: Introductionmentioning

confidence: 99%

Tire-Pavement Friction Characteristics with Elastic Properties of Asphalt Pavements

Wu²,

Kong

et al. 2017

Applied Sciences

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Abstract:The skid-resisting performance of pavement is a critical factor in traffic safety. Recent studies primarily analyze this behavior by examining the macro or micro texture of the pavement. It is inevitable that skid-resistance declines with time because the texture of pavement deteriorates throughout its service life. The primary objective of this paper is to evaluate the use of different asphalt pavements, varying in resilience, to optimize braking performance on pavement. Based on the systematic dynamics of tire-pavement contact, and analysis of the tire-road coupled friction mechanism and the effect of enlarging the tire-pavement contact area, road skid resistance was investigated by altering the elastic modulus of asphalt pavement. First, this research constructed the kinetic contact model to simulate tire-pavement friction. Next, the following aspects of contact behaviors were studied when braking: tread deformation in the tangential pavement interface, actual tire-pavement contact in the course, and the frictional braking force transmitted from the pavement to the tires. It was observed that with improvements in pavement elasticity, the actual tire-pavement contact area increased, which gives us the ability to effectively strengthen the frictional adhesion of the tire to the pavement. It should not be overlooked that the improvement in skid resistance was caused by an increase in pavement elasticity. This research approach provides a theoretical basis and design reference for the anti-skid research of asphalt pavements.

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Section: Introductionmentioning

confidence: 99%

Tire-Pavement Friction Characteristics with Elastic Properties of Asphalt Pavements

Wu²,

Kong

et al. 2017

Applied Sciences

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“…Figure 4 plots the skid number crash modification factors (CMFs) (Equations 11, 18, and 24) and annual precipitation (Equations 12 and 25) CMFs for the wet-weather crashes. The skid number CMF was found to be statistically significant for all highway types and the influence of skid resistance is much more notable for wet-weather crashes than all crashes together.…”

Section: Discussionmentioning

confidence: 99%

“…The safety trends shown by the CMFs for skid number and annual precipitation rate can be combined and applied to jurisdictions of interest. The wet-weather CMFs for skid number and annual precipitation rate for rural two-lane highways (Equations 11 and 12, respectively) are combined as follows: …”

Section: Discussionmentioning

confidence: 99%

“…Najafi et al. ( 12 ) used New Jersey crash data and pavement condition data to develop regression models to examine the effect of friction on the rate of wet- and dry-condition vehicle crashes for various types of urban roads. Their findings showed that friction not only is associated with the rate of wet-condition vehicle crashes but it also influences the rate of dry-condition vehicle crashes.…”

Section: Introductionmentioning

confidence: 99%

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Determining Skid Resistance Needs on Horizontal Curves for Different Levels of Precipitation

Geedipally

Das

Pratt

et al. 2020

Transportation Research Record

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Horizontal curves are a major cause of crashes that lead to fatal and serious injuries. Much research has been conducted on the safety implications of geometric and traffic characteristics of curves. Variables describing curve geometry and speed have been incorporated into safety prediction methodologies. However, relatively less research has been conducted on the effects of pavement friction and weather data on safety. The objective of this study is to develop a methodology for determining the pavement friction needs for different levels of precipitation. To accomplish the study objective, rural two-lane, four-lane undivided, and four-lane divided horizontal curve data from Texas were used. Safety prediction models were developed that included traffic and geometric characteristics, skid number, and annual precipitation rate. These models were then used to develop the guidelines for assessing the safety performance of a curve of interest by accounting for curve geometry, pavement skid resistance, and exposure to the wet-weather conditions that are most relevant for considerations of skid resistance. For conducting a planning-level analysis to identify candidate sites for pavement friction treatments, researchers developed thresholds based on the combined effect of skid number and annual precipitation variables. Researchers also provided skid number thresholds for high-priority sites for two example locations that experience significantly different levels of annual precipitation.

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“…Pavement must be designed in a way that the sufficient pavement friction must be available throughout the entire life of the pavement and must be able to withstand wet weather condition. Friction was found to be a significant factor affecting the ratios of both wet and dry condition vehicle crashes [16]. A lower skid resistance value increases accident risk on wet roads due to insufficient friction force develops within tyre and road [17].…”

Section: Methodsmentioning

confidence: 99%

Performance of Ralumac Micro Surfacing at LATAR Highway

Salleh¹,

Muhamad²,

Abdillah³

et al. 2020

ARAM

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Maintaining pavement to desired level of serviceability as required by Malaysian Highway Authority (MHA) give immense pressure to highways operators. Pavement distress such as roughness, rutting and cracking are common problems that occur after the highway has been operational. Pavement preservation has been sought as a potential alternative for managing all the pavement distress. This paper evaluates the performance of Ralumac Micro surfacing at accident prone areas KM23.7 Eastbound, KM8.5 Eastbound, Puncak Alam Interchange PAD and Puncak Alam Interchange PA-A, LATAR Highway. The evaluation comprises of International Roughness Index (IRI), rutting, texture depth, Pavement Condition Index (PCI) and skid resistance. The result revealed that Ralumac Micro surfacing system has significant improvement on pavement condition thus very effective for reducing traffic accidents due to skidding. It performed better at downhill area, uphill area and interchange ramps.

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Linking roadway crashes and tire–pavement friction: a case study

Cited by 61 publications

References 10 publications

Tire-Pavement Friction Characteristics with Elastic Properties of Asphalt Pavements

Tire-Pavement Friction Characteristics with Elastic Properties of Asphalt Pavements

Determining Skid Resistance Needs on Horizontal Curves for Different Levels of Precipitation

Performance of Ralumac Micro Surfacing at LATAR Highway

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